Brake-shoe



(No Model.)

' S. J. WILLIAMS.

BRAKE SHOE. No. 423,848. Patented Mar. 18, 1890.

UNITED STATES PATENT OFFrcE.

SILAS J. l VILLIAMS, OF ALLIANCE, OHIO.

BRAKE-SHOE.

SPECIFICATION forming part Of Letters Patent No. 423,848, dated March 18, 1890.

Application filed July 24, 1889. erial No. 318,524. (No model.)

To all whom it may concern:

Be it known that I, SILAS J. \VILLIAMS, a citizen of the United States, and a resident of Alliance, county of Stark, and State of Ohio, have invented certain new and useful Improvements in Brake-Shoes, of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so as to distinguish it from other inventions.

My invention consists of the improvements hereinafter described and claimed.

Referring to the drawings, Figure 1 is a face View of the brake-shoe. Fig. 2 is a sectional view of the brake-shoe, taken on the dotted line a: so of Fig. 1. Fig. 3 is a face view of mypreferred form of brake-shoe. Fig. 4. is a sectional view of this preferred form, taken on the dotted line y y of Fig. 8. Fig. 5 is a detail view of the outside portion of the outer flange-contacting portion, taken in the direction indicated by the arrow in Fig. 4 for the purpose of illustrating the mode of dovetailing one of the soft-metal faces in the body of shoe necessarily becomes impaired and weakened, as the frame itself loses a portion of its substance. By forming the frame or body out of hard metal and making the inserted faces of a softer metal it is practicable to mend the shoe by inserting new faces of soft metal as they become worn down. An all-steel shoe that is, a shoe composed entirely and exclusively of hard steel-has certain advantages over a cast-iron shoe. For example, it wears better, longer, and more evenly, muclr less dust is worn off from it, and consequently there is less dust to collect and wear down the wheel. The body or frame of the brakeshoe, being made of steel or some similar hard metal, has a long life andis not so apt to have wearingsproduced rapidly whereby to cut into t-hewheel, and by means of the inserted soft-m etal faces the frictional resistance of the shoe is greatly increased, while its cutting effect upon the wheel is correspondingly decreased.

A is the outer tread-contacting portion of the brake-shoe, and a series of independent flange-contacting portions D are formed with the grooves b, adapted to receive the flange of the wheel and have it fit therein, and at their inner portions are provided with the ribs 0, the several ribs being independent and disconnected from each other, said ribs adapted to have contact with the neck of the wheel-tire and may be designated as the neckcontacting portions of the shoe.

Intermediate of the outer tread-contacting portion and the flange-contacting portion is the series of independent panel portions D, lying in substantially the same transverse plane with the flange-contact portions, and having their faces lying in a plane recessed or withdrawn from the plane of the face of the outer tread-contact portion. The outer projecting face of said ribs and the outer tread-contact portion of the shoe lie in substantially the same transverse planes. A series of recessesD are formed intermediate of the said panel portions D in the form shown in Fig. 3; but in Fig. 1 there is one continuous recess D extending the length -of the shoe. Openings (Z are formed in the recessed portion or portions D.

Contacting faces E are inserted in the outer. tread-contacting portion, the flange-contact-' ing portions, and the inner intermediate treadcontacting portion of the shoe. Said faces, it is of course understood, are of softer metal than the surrounding body portion of the shoe, and these faces have greater frictional "'7 resistance than the metal forming the body portion of the shoe, while at the same time they have less cutting-power and do not wear down the wheel as rapidly as if they were made of a harder metal. The depth to which these several soft-metal faces are inserted in the shoe may vary according to circumstances.

TOO

I, however, prefer to make said faces extend to about an equal distance from the back of the shoe, as shown in sections 2 and l. The number and disposition or location of the several faces is also a matter of judgment, dependent largely on the particular service or use to which the brake-shoe is put.

The frame or body portion F of the brake shoe is preferably made of some hard tough metal-such as steel--\vl1ereb v strength and longevity are secured.

The foregoing description and accompanying drawings set forth in detail mechanism in embodiment of my invention. Change may be made therein provided the principles respectively recited in the following claims are retained and employed.

I therefore particularly point out and distinctly claim as my invention- 1. In a brakeshoe, the combination, with a tread-contacting portion provided with a series of faces made of softer metal than the body of said contacting portion, of a series of independent rib portions adapted to engage with the neck of the tire, substantially as set forth.

2. In a brake-shoe, the combination, with a series of independent flange-contacting portions, each provided with a groove and a rib, and an outer tread-contacting portion lying in substantially the same plane with the outer projecting face of said ribs, of a series of intermediate independent panel portions having their faces lying in a plane depressed from the plane of said outer tread-contacting portion, a series of recesses being formed between said several intermediate panel portions, said independent flange-contacting portion and the outer tread-contacting portion and the series .of intermediate panel portions each being provided with one or more engag ing faces formed of softer metalthan the metal which surrounds them, substantially as set forth.

In testimony that I claim the foregoing to be myinvention I have hereunto set my hand this 11th day of July, A. I). 1889.

SILAS J. WILLIAMS.

Witnesses:

J. B. FAY, N. H. FAY. 

